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Showing content with the highest reputation since 11/11/2018 in all areas

  1. 16 points
    As Cait said I’m general artics, should not be out in the snow. However there is a VERY little known fact that I will point out for the first time. New Flyer artics have 10 tires. Nova artics have 8 which provides for a much smoother ride and this will over all make the bus last longer. However, you couldn’t pay me to drive one in the snow. The center axel had 1 tire on each side that is wider than a standard tire. This automatically reduces traction to near 0. On turns, pulling in and out of stops is going to disable these twice as fast as a New Flyer which has a lot more rubber trying to contact the pavement. Boy If you don’t sit your ass down somewhere! Like really? I’ve had it. You are getting out of hand, and what you are doing is considered slander. You are speaking on something which you know nothing of. Prelim reports say the frame is fine. Excuse my language again everyone, but no one asked for your damn non-factor ass OPINION. I however am a mechanic, Transit Consultant, bus owner and business owner. Leave this shit to us professionals please. You don’t even need to comment other than an apology to Novabus and APTA. How dare you. And in the words of the MTA, “It is under investigation.” Carry on and again, excuse my language but I’m done being nice and politically correct. Final warning. Suspension is next. And you will NOT be notified. As far as 9505 I’m sick and tired of those rumors too. Stop with the assumptions people. You all are NOT reading either. I commented on 5477 and 9505 in more than one thread. Who TF started the rumor it was totaled???? I’ve have pics forever, as in from the moment it happened. Several angles, day and night. I just decided to watch, read, take notes, to look at you people make shit up. It stops NOW!
  2. 11 points
    I'm still confused about why this agency treats waterproofing as a foreign concept rather than something they should actively be working on.
  3. 10 points
    Ridership did not drop by 191,000 people a day because of fare beaters... Focusing on fare beating while ignoring the people choosing to switch to other forms of transportation (such as single occupancy vehicles) because of the deteriorating quality of service is a dereliction of duty... Also perhaps fare beating is up because the quality of service isn't worth $2.75? 🤔
  4. 10 points
    I first saw this on Reddit a few days ago and couldn't believe it. I figured the image was doctored in some way or that the work itself was only partially done. Of course not. At this point, I really shouldn't be surprised by the complete ineptitude shown by the MTA, but this really takes the cake. Painting over tiles to "fix" a problem is a pretty apt metaphor for MTA operations as whole these days. Why do something right the first time when they can do it a thousand times over for only a fraction of the upfront costs? We've seen this with South Ferry, we've seen it with the Sea Beach line and we've seen it with the latest chunk of the ESI-repaired stations. Saving a few bucks in the short term will ultimately cost the agency more money in the long term when they eventually have to underlying issue at hand. As someone who knows very little about construction and what I do know comes from watching way too much HGTV than I probably should, even I know that painting over the tiles will not fix the actual problem. Weinstein himself stated the tiles were damaged by leaks and covered in grime, which likely means there's a problem behind the tiles. Covering it with white paint, which is a really dumb idea in and of itself because the color gets dirty really quickly and is usually noticeable when it gets dirty, ain't fixing the problem here. This only kicks the can down the road until the paint starts peeling off, which, knowing the MTA, should be in about a month. Waterproofing and sealing are not rocket science, but you wouldn't know that when dealing with these fools. Speaking of Weinstein, it's actually kind of amusing how personally offended he got when called out on the "repairs" made. This is a very half-assed job done at a high-profile station. He had to realize this was going to come up, right? If he doesn't like the questions, maybe he shouldn't be the Comms Director and MTA spokesman.
  5. 9 points
    There is a declining ridership problem AND a fare evasion problem. The problem with his statement is that it's being put out there as if it's THE problem..... It absolves the MTA of inadequately providing its customers with the quality of service - to the point where there wouldn't be anywhere near as many people ditching MTA services (in any capacity) or farebeating as there are now..... When it comes down to analyzing & finding solutions to a problem{s}, seldom anybody ever wants to look inward.
  6. 8 points
    To be fair, both the current and 1971 maps are a lot closer to the actual color of New York Harbor than blue.
  7. 7 points
    5477 is not completely destroyed for one. It's a Nova, built in modules exactly like the RTS. As of right now it appears that the frame is in tact, and it will return to service at some point. Even if the frame is not in tact, the entire front section of the bus can be replaced. There were no fatalities as well, so the bus should return to service after a bit of work. My prelim reports show about 14 artics that are damaged, many of them having the articulated joints ripped open. We had a few bus-on-bus accidents including a pair of brand new 2018 LFS'. One slid into the other on a turn and they hit each other at the artic joint. All I can say is thank God it's Saturday. The shops are full from ZA to EC to GA and EN with pending repairs. That wasn't a major accident. I have a couple pics. A 2015 XD40 ran into the back of it. It should be out of the shop in short order. However, it may take a bit of time for it to come back because New Flyer will have to either repair it themselves, or supervise the repair of the bus because it is still under warranty. BAE will probably want to take a look at it as well seeing as this is a pilot fleet. NOTE TO ALL: BAE is pronounced like B.A.E. I've heard quite a few people calling the company BAE (pronounced "Bay") like a term of endearment. It's British Aerospace Engineering to be exact.
  8. 7 points
    I think few of us cheer improper operation; we're merely enjoying the few speedy runs that still exist. I also don't think it's correct to treat these slow(er) areas as realities without nuance (nor do I think, for that matter, that that's what you're saying -- though I will, of course, expound). A significant portion of GT installations deal not with comfort in areas of non-tangent track, but instead with stopping distance and signal safety margin. What that speaks to is not some immutable reality of physics, but instead a deficiency in breaking -- one that should be rectified to the limits of static friction before we go (one) shot up the subway. Signal spacing, for those of you unfamiliar with it, is generally determined by finding the maximum achievable speed at a given signal (so, how fast a train would be going if it had been put at full power since its last restriction, whether that be a station, a set of timers, or something else) and then calculating the stopping distance from said speed given the system's standard emergency braking rate, as you'd want a tripped train to be able to stop within block. Multiply that number by 135%, and you have the distance to the next signal. Now, of course, if you change a variable in this equation (speed, emergency brake rate, safety margin) without compensating in others, the whole calculation gets thrown out of whack. This is what happened post-Williamsburg -- the safety margin for some areas jumped from 110% to 135%, while there was a degradation in emergency braking rates. The resultant calculated stopping distances -- which were longer than the signal blocks at that time -- forced the agency to slow the speeds at which a train could pass these 'deficient' signals, which in turn led to timing. The flaw in logic here should be obvious (up your brake rates before you lower your speed). The most pernicious effect of it all? Not runtimes, no, but capacity loss -- what NYCT effectively did was maintained physical train spacing while reducing train speed, effectively cutting throughput. So again, let's up brake rates and see what we can do. To the subject of comfort and responsible operation -- it, too, requires discussion if for no other reason than there are many, many different definitions of 'comfort.' The way forces acting on a train through a curve are usually measured is via something called 'cant deficiency,' or the number of additional inches of superelevation that would be required to bring a train into balance. The standard for that number lies generally anywhere between 3 and 9 inches, but on NYCT, I hear (and please correct me if I'm mistaken) it's generally 6 -- which is to say, the speed that produces six inches of cant deficiency through a curve/switch is deemed the 'maximum comfort speed' through said curve/switch. The key word there is, of course, generally. I can't authoritatively speak to specific examples, but it's generally held that (in terms of GT signals -- not the 'do I have to hold on method lol) comfort speed enforcement varies widely across the system. There are certainly curves which seem to be taken above that speed (s/b out of 65 being possibly a great example), while there are others that have been timed or otherwise restricted to the point where achieving even a 3 inch cant deficiency seems impossible. Having a systemwide standard is a must -- not just for enforcement's sake (why should I be written up for taking one curve at a speed that is equivalent to the permissible speed on another?) but also for capacity's sake. I again do not know what cant deficiency the various signal systems were designed around, but I'd imagine that there are areas that slow trains below that design speed -- meaning capacity is being lost, potentially for no good cause. But I've meandered a lot; lemme see if I can tie this to the points of @Trainmaster5's (very interesting) post. I again do not think that we should be letting people play Roadrunner under Broadway, but I do think that there's something to be said for questioning underground speed enforcement. What you're speaking to is the seriousness with which these speeds were enforced; what some of us are, I think, is the idea that some of these may not be necessary, or are sometimes unduly restrictive. There's a lot at stake capacitally and temporally -- every lost second on a fully loaded train is half an hour of lost civic productivity -- and it seems the pendulum of regulation seems to have swung too far. This is an insanely long post. My apologies.
  9. 7 points
    Got my pre-employment letter to report 11/15. List number 107x. I will DECLINE the appointment as I took the test just to see if I could be offered a city job at age 61. I am retired and leading a good life, travel, etc. I always wanted to be a motorman, but earlier in life, not now. I will frame my letter in my train room. I have a nice subway layout in the basement and build my own openBVE routes so I can play motorman there in a game setting. There are those who really need this job, so me being passed over will give someone a shot at a decent job with benefits that may be needed for a young family.
  10. 7 points
    A few pics from 3153-3150/3157-3154's second day of revenue service on the Enjoy
  11. 6 points
    I fully support it on all buses. The school kids think they should NEVER pay. You are only a student when you’re in school, not 365 days a year, so that means outside of school, you PAY. It just instills a sense of entitlement. On weekends when we’d hang out we paid for transportation. Money for the latest iPhone, but no money to pay their fare... The is on the hook for these passes and the cost of them keeps going up.
  12. 6 points
    After a bit of a break, here's the latest entry into the gallery: Date: 1977 Printed by: American Identification Products Used on: R40s, R42s This is the Eastern Division version of this sign. Much like that version, this sign curtain was created to be in the then-current Vignelli/Noorda design scheme and to update the line maps and route options for the various service changes enacted since the 1969 and 1973 curtains were installed in the trains. In terms of the exposures, this will be the absolute last time "Jamaica-168 St" will appear as a terminal on any sign curtain as the line would be truncated back in Sept. 1977, a service change that was expected to happen for a while a that point, hence the inclusion of "Queens Blvd" on this curtain. On the subject of the J, this is the first curtain to include "Parsons Blvd" as a terminal for the line, a provision for when the Jamaica line would be extended to the then-under construction Archer Ave line, expected to open sometime in 1981 at the time of printing. The inclusion of the QB route to Ditmars Blvd may appear off since the line was always stated to terminate at 57 Street, but at the time, several QB trains were extended to Astoria and would either return as QB or RR trains, kind of the inverse of what happens today with the and at 96 Street. Since I could not find any information for the line map portions, they were drawn as such based on other signs with the information available. All line map transfers are based on the services outlined in the Feb. 1977 subway map. Until next time...
  13. 6 points
    It doesn't matter if it's a felony or a fine. The key is setting up random, relatively frequent undercover police sting operations at turnstiles and in buses. Do this in a big wave for a few months, with attendant publicity. Arrest beaters en masse. Words will get around that it's risky to fare beat. You don't have to do this forever to have an effect. Just until fare beating goes down. Then lay off for a few months, and start again with no announcement. On and off every few moths, so it seems random and unpredictable.
  14. 6 points
    When you're hit by a firetruck moving at speed, it doesn't matter the bus model or the credentials, the bus is going to be heavily damaged
  15. 6 points
    Now if Byford had gotten punched in the face by this farebeater, that would have been all over the news. Does anyone know if Byford travels around with security guards, or was he really all by himself when he claims to have done this? Also, kind of disappointing that the head of the MTA calls it a "ticket" instead of a Metrocard
  16. 6 points
    Yes I can read and my response? I don't give a damn. You keep posting your problem on a forum instead of taking it directly to the MTA like everyone has told you. We can't do squat to help you except give advice which I and others on this forum give plenty of which you obviously ignore. Don't go off on us cause YOU CAN'T READ. At the end of the day we aren't MTA. We're not the ones that passed you up. And to be honest at this point I hope they did. If you fly off like this on a forum then what the hell would you be like behind the controls of a train. If you act like this then everyone on that train is as good as dead. Chill the F out go to Livingston and ask instead of sitting on your a$$ in front of your computer and annoying everyone on this forum.
  17. 6 points
    Um hello! you are impeding the way for a NORTH SOUTH TRANSIT LINK! http://www.qchron.com/editions/queenswide/friends-trust-have-will-for-queensway/article_ce9130be-2c76-5c8e-9478-9aa25a59ce99.html?TNNoMobile How does it help transit issues?! it's a park
  18. 6 points
    Glad to see you and I Run Trains posting in this thread. I missed it originally but some motor instructors steered me here. I wondered what they were so worked up about but after reading this section of the thread I see what they were talking about. Let me say this right up front. From a motor instructor and a Supt. of Schoolcar. 30+ years ago. " If you're looking for unbridled speed there's a place located on Surf Avenue between the Aquarium and Nathan's". It's called " the Cyclone" . It's brothers were the " Thunderbolt" and the " Tornado". If you're a speed junkie or thrill seeker you belong there and not in RTO. The motor instructor was a former Marine Corp drill instructor and he took no prisoners. I had him when I broke in as a C/R so I wasn't as intimidated during M/M training. He, the aforementioned Supt., the Chief Transportation Officer, and one of the Desk Trainmasters, would individually ride trains, overnights, weekends, holidays, whatever and critique you, praise you, or take you out of service on the spot for some of the things people are praising in this thread. I'll give you a few examples. N/B or rounding the curve at Houston St. There's a timer around Christopher St. It's there because some people operated like a bat out of hell back in the day. With the fellows I mentioned on your train if you had to slow down almost to a stop before it cleared you would be out of service when the supervisor made it to the front of the train. Usually happened at Times Square. Likewise on the east side or n/b between the Bridge and Union Square there was a " C' sign which meant coast from approximately south of Bleecker and all the way into 14th St. If the M/M kept it wide open 'til Union Square he was out of service when the train entered Grand Central. If there was another C/R available at GC the C/R on the train was out of service too for not pulling the cord at Union Square. Simple rule for a M/M, T/O, or C/R on the IRT was if your C/R could not stand outside the operating cab without holding on then the person up front was guilty of improper operation. East or west side the men I worked with when I was a C/R made sure I wasn't thrown from side to side. The places I mentioned and some that you guys mentioned ,96th-72nd, the stretch between 72nd and 50th St on the West Side, Simpson St n/b, were locations that made you or broke you. If the person working the middle of the train is being thrown from side to side the people in the last car are too and that is guaranteed improper operation leading to suspension or demotion. What some of you are cheering RTOMan and I Run Trains and I are telling you is nothing to be proud of. Try to operate a NTT train like that in any division and any passenger can nail your hide to the wall. No supervisor needed because the train will tell on you. Luckily my mentors aren't interested in hanging anyone they said but don't sling one from side to side because even Local 100 can't help you then. Carry on.
  19. 6 points
    Today I was sworn in and will be starting with the November 26th class. Im am so excited. I always wanted to operate. Just want to thank you all. This group here is awesome and you guys helped answer so many of my questions and made me feel at home. From the bottom of my heart, thank you all. And for those still going through the process, good luck, stay positive, and ill see you in the trenches.
  20. 6 points
    Yes. There were a whole bunch of stations on the that TOs would frequently overrun in the 80s and 90s when trains, well, moved (Nostrand, Utica, Bway Jct, Jay being frequent culprits) so they plastered those areas with GT.
  21. 6 points
    Finally decided to draw the exact layout of north of 57th (which I've been mentioning/describing for years), to show the easiest solution. It's actually constructed as a "Flying junction", and the 60th St. tracks don;t become the local tracks, but rather "wye" into both the local and express trackways, from inbetween them. Only the local trackways were never used. The orginal four track line was built to veer west and continue uptown, and the 63rd St. connection simply cut across the ROW, to head east. So right away, the north trackway (A2) leads right into the north 63rd St. track (G2), but a concrete room has been constructed on the trackbed. That can easily be removed, as it is simply block construction. It's southbound, where the local A1 trackway veers away from G1, and then the columns between A1-3-4, etc. are present, that more work would have to be done (to remove the columns, the load bearing of the tunnel roof will have to be redistributed with all new horizontal beams). This will be the main problem. At one point, before it was mandated that the full SAS would have to be planned (and not just the uptown "stubway") in order to receive the funding, they were talking about reconfiguring the whole Prince-Canal st. junction, to allow the SAS and express to feed directly to the downtown tracks, and the local tracks would then lead across the bridge. This would require a tremendous amount of construction, including most likely, property acquisition (you would have to make the tunnel wider to have the trackways make the swap, and there isn't much space on Broadway). But just making this relatively simple modification north of 57th, then they could have a local connect to 63rd, and the express switch over to 60th, without crossing over each other. (good for unplanned reroutes and G.O's as well). Even if they did just the northbound, that would help a lot. with the reroutes. They really should look into doing this now, because when the is carrying a huge chunk of the riders next year, this cutting it at Essex or Chambers everytime something goes wrong anywhere on the IND (especially Queens, of course), isn't going to cut it. If in Queens (or the rerouted via 53rd), it will be better to cut the back to 57th, and then let all 's run to 96th. With the northbound connection, the northbound express could be the "pocket" for the , and yet some could still run around this on the local, and run through, so that there is still access from Bway above 34th, to SAS, and it would alleviate congestion with the single pocket filled; (and 's could be run through 63rd if needed) and the southbound track would still be open for the through service in the reverse direction.
  22. 6 points
    I've been relatively quiet lately on the site so my rabbi called me to inquire about my health. I told him that physically I was doing fine ( for a dinosaur ) but in my capacity as a "professor" of subway operations I find it almost impossible to pass on what I and my classmates were taught almost 40 years ago. He and a few other mentors like to lurk on certain sites from time to time to see what people who are not employed in the transit field interpret various issues affecting rail and bus operations in the metropolitan area. Obviously I've failed to emphasize that the infrastructure is the most important component of transit, especially rail movement. I've pushed that since I started posting over a decade ago. This generation seems hung up on NTT, M-9's, interlining and such but a malfunctioning interlocking signal or switch will stop any R-9, Standard, NTT, PA-5, or M9 in it's tracks until that issue is corrected. It's not the car equipment that's failing folks. Terminal capacity and throughput are something we were taught in schoolcar as C/Rs and as M/M- T/Os. It's a basic element of dispatching and tower operations that was taught to us by trainmasters and motor instructors from the beginning. The reasoning was that it was a part of operations and a part of the promotional ladder. Almost everyone who came up in my cycle in the IRT can come up with a "flex" for dispatching crews for service when something fouls up on the Broadway-Seventh Avenue or Lexington lines. Flushing may be somewhat similar. I can state for a fact that the was historically the hardest one in the IRT because of the amount of terminals involved. There were jobs that made a trip on the followed by a trip on the or a trip that looped and became a heading uptown. It's not just putting a crew on a train and sending them on it's way. Going back to my first sentence in this paragraph my mentors want me to ask this question to clear up a misconception and put to rest a myth at the same time. The original IRT, the BMT, H&M, and the NY Central understood something basic and it's obvious if you think about it. The BMT also puts to rest this myth about " at grade " merges. BMT Canarsie joining Jamaica line at Eastern Parkway, Lexington El merging at Broadway/Lex, while the Myrtle-Chambers joins a stop away, Lex merges with Myrtle at Grand, 5th Ave merges with Myrtle at Navy and everybody merges at Sands St with the Fulton El. Meanwhile the BMT subway merges at Chambers St. Just tower operators and scheduling and no computers, CBTC/ATS. That's my history lesson for tonight. Let's keep the responses civil. Carry on.
  23. 6 points
    It's a little annoying to see someone just randomly thumbs downing posts and not post a thing on their own behalf. Unless that person has a reason(like you do) as to why they are doing it, they shouldn't do it at all if they don't contribute to the forums.
  24. 6 points
    Thankfully, the folks who did the 4th Ave line renovations are also doing the Concourse Line renovations. The ESI work on the CPW has been shoddy, if not completely jarring. So far, the work on the Concourse lines has been much more intensive and noticeable, whereas the CPW stations were seemingly left alone until about a few weeks before their opening, where it felt like they rushed the repairs just to get the station open on time.
  25. 5 points
    Those timers are there to prevent overruns at Utica Avenue. However, there are plenty of other stations along the where overruns are more probable, but aren't preceded by timers coming into them. The northbound platform at 181st Street is an example, so as 42nd Street–Port Authority Bus Terminal southbound. If you have an experienced T/O who knows them well, you can fly into those stations like a bat out of hell. There's this T/O on the that operates with little fear of timers. I've noticed him doing that trip to Far Rockaway–Mott Avenue in the PM rush hour on a set of R32s. The guy pulled into 42nd Street–Port Authority Bus Terminal close to 50 MPH, shutting off the controller the second he entered the station, pulling a full brake, and managed to make the 10-car stop marker on only 1 adjusted braking application.
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